Automatic starting device for internal-combustion engines.



' I. R. & DI W. PAYNE. AUTOMATIC STARTING DEVICE FOR INTERNAL GOMBUSTIQNENGINES.

APPLICATION FILED JULY 28, 1911.

' Patented Nov. 3, 1914.

F. R. & D. W. PAYNE. AUTOMATIC STARTING DEVICE FOR IN TERNAL COMBUSTION ENGINES.

A1PLIOATION PILED JULY 28,1911.

Patented Nov. 3,.1914.

'P. R. & D. W. PAYNE.

AUTOMATIC STARTING DEVICE FOR-INTERNAL COMBUSTION ENGINES.

APPLIGATION FILED JULY 28, 1911- Patented Nov. 3, 1914.

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R v \N MN QM @nomtoze "ill- F. R. & D. W. PAYNE. AUTOMATIC STARTING DEVICE FOR INTERNAL GOMBUSTION ENGINES.

- APPLICATION FILED JULY 28, 1911. 1 1 15 562 Patented Nov. 3, 1914.

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'IIIIIII g H wanker? F. R.- & D. W. PAYNE; I AUTOMATIC STARTING DEVICE FOR INTERNAL GOMBUSTION ENGINES.

APPLICATION FILED JULY 28, 1911. I 1, 1 1 5,562. Patented Nov. 3, 1914 5 SHEETS-SHEET 5.

maria FREDERICK RDUNSVI LLE PAYNE AND DAVZ'D WELLS Specification of Letters Patent.

Nov; s, 11914.

Application filed July 28. 1911. Serial No.

T 0 all whom it may concern:

Be it known that we, FREDERICK R. PAYNE and DAVID V. PAYNE, citizens of the United States, residing at Elmira, in the county of Chemung and State of New York. have invented a new and useful Improvement in Automatic Starting Devices for Internal- Combustion Engines, of which the following' is a specification.

This invention relates to an automatic starting de rice for internal combustion engines, and While not limited to use in connection with automobiles, it is especially designed to be applied to that type of engines usually used in connection with motor vehicles, and one of the main objects of the in vention is to avoid the necessity of cranking a motor vehicle as at present, in order to start the engine.

Briefly stated the object of the invention is to operate selectively the valves of an internal combustion engine, at other times than those at which they would be normally operated, by other means than shifting the plodin said charge, and thus starting the engine without cranking I A further ObJGCt of the invention, and one "which is incidental to the construction employed, is that of converting either for a few moments or for a considerable duration of time, a cylinder of the engine into an air compressor or vacuum device, the said cylinder being reconverted into a power cylinder when desired, thereby enabling an automobile engine to be readily employed for f the purpose of providing compressed air or vacuum which may be used for any suitable purpose, or to perform any work conveniently done by air pressure or vacuum.

The invention consists in the novel fez.- tures of construction hereinafter set forth, pointed out in the claims and shown in the accompanying drawings, in which:

Figure 1, is a side elevation of a four cylinder four cycle engine of a type now in use, and having our device applied thereto. Fig. 2, is a plan view of Fig. 1., parts being broken away. Fig. 3, is a horizontal section taken through the engine base and showing the drive shaft, cam shaft and our valve biting device, with portions of the Flg. 4:, is

manually operated connection.

section through the automatic pressure regulating ya and snowing theautomatic circuit brcal n the sparking circuit of the oompres. 1 cylinder: is a vertical section through a we e1 Tine cvlinders, one of the 'valre ng devices being shown in dotted lines. Fig". U, is an enlarged detail elevation o a pair of cams arid a cam roller. l r'g T, similar View at right angles to (3. l1 sectional View illustratiini the construction and arrangement of a valve adapted to ad init-gas from the compression tank to suit able pipes and thence to the engine cylinder. Fig. 9, is a diagran'nnatic view illustrating the position of the cams at various phases of the engine cycle, with the engine running counter clock wise. 10, is a vertical section through an engine cylinder illustrating a. modified form of construction. Fig. ll, an irregular ioriaontal section showing in. plan certain gearing shown in elevation in Fig. 10. Fig. 12 is a partial plan view illustrating a slight modification in the arrangement of certain pipes. Fig. 13 is a trout elevation of the parts shown in F 12. p

in the drawings, 1. represents a foul cycle cnaiuc although it will of course be understood 1 the net-rice may be modified in order to it for use with other engines than. or the four cycle type.

The the engine shaft 3. and as these parts are those in c no detailed description of them is thou; i i'iecessary. To one side oi the engine is arranged a tank 4, designed to contain the compressed gas, by means of which the starting?" operation is accomplished. At one end and adjacent the upper por: tion of the engine i a valve casing 5, which is connec pipe (3, said casing also being connected to an exhaust pipe 7, common to all of the cylinders, and said casing has crnnmunication with the engine cylinders through a pipe 8, which normally terms a branch of the exhaust pipe. fi he tank T, is also connected by means of a pipe 9, with a valve casing ii 8 is a detailed 1 useful z'ly wheel 2, is mounted upon' to the tank -l. by means of a been the one wherein an next. occur.

located centrally with respect to the front of the engine, said valve casin having communication through a pipe 11, with a carbureter 13, and communicating with the engine cylinders are suitable pipes 12.

Referring in detail to the construction of the valves contained in these casings, it will be noted from Fig. 4, that the casing 5, opens directly through the rear side into the pipe 8, and'is provided with valve seats 14: and 14*, in which work respectively valves 16 and 17, said valves being fixed upon a common'stem 15, valve 16 having a larger area than 17, but we do not limit ourselves to this construction of valve. These valves respectively regulate communication be tween the pipe 8 and the pipe 6, leading to the tank 4, and the common exhaust pipe '7. It will be noted that the valves are so positioned upon the valve stem that when one of the said valves is closed the other is open, and the valve 16 is normally held closed by pressure of gas or air in the tank 4, and 17 is closed by the pressure of a suitable spring 22, which is coiled about the projecting portion of the stem 15. Anarm 18, carries the contact points 19, of a switch, or circuit breaker, in the sparking circuit of the compression cylinder, and the valve stem 15 carries a. rod 20, upon the end of which is mounted a cone 21, which, when the valve 16, is engaged with the seat 14, closes the space between the contacts 19, the circuit being broken at this place upon outward movement of the valve stem 15, and the opening of the valve 16, and the closing of the valve 17. The pipe 9, leading from the tank 4, to the valve casing 10, opens into the lower portion of said casing, and the pipes 11 and 12, open into the upper portion, a valve seat 23, Fig. 8, being formed cooperative with a valve 2a to cut ofi communication between the pipes 11 and .12,

- and the pipe 9. This valve is provided with astem 25, the upper portion of which is provided with a coil spring 26, which normally holds the valve in its seat, the saic upper portion of the stem being adapted to work in a suitable guideway formed in a cap 27, which closes the upper end of the casing 10. The lower portion of this stem projects downwardly below the casing and is engaged by a finger 28, carried by an operating lever 29. Explosive gas under pressure from tank 4, is admitted to that cylinder or cylinders of any group, which in a normally operating engine would have explosion should The selection of this cylinder may be automatically accomplished in a variety or ways and a preferred form for securing this result is as follows: The cam shaft 30, Fig. 3, arranged parallel to the drive shaft 3, is provided with the usual admission cams 31, also with suitable ex.-

haust cams {39, and adjacent each of the admission came 81, and working in unison therewith is supgiileinental cam in Fig. 9, we have shown in diagrammatic form the position occupied by the cam 31, during various phases of the operation or" the engine when runn f counter clockwise, the nose of the cam occupying the position at a at the, beginning of admission, at (Z at beginning of compression, at 0 during explosion, and at Z; at beginning of exhaust, these phases taking place in the cylinder beneath which said cam is located. The approximate relative position of the nose of the cam 32, to that of the cam 31, is indicated in 6, when the engine is running J i and this position is always maintained. It will also be noted that the nose or the cam 32, does not project beyond the hub of the cam 31, and while cam roller 33, with which the cams coiiperate overlaps both the cam 31, and its adjacent cam 32, the latter cannot by itself lift the valve stem 3%, of the cylinder valve 35. To lift the stem 3%, and thus open the valve 35, independent of the action anticlockwi.

of the cam 31, we place a shaft 36, parallel, to the cam shaft 30, said shaft being rocked by a suitable arm 37, the arm being controlled by the operator from the seat of the vehicle as will hereafter be described. The shaft 36, carries upwardly extending arms 37, equal in number to the engine cylinders and these arms carry spring hinged fingers 88, which are in alinement with the cams Upon the rocking or the shaft 36, the lingers 38, *ill engage the rollers 33, and will pass between said rollers and the cams 32. The nose oi cam 32, which first engages one of the fingers will lift the finger engaged, thereby lifting one of the stems 34. It will be obvious that by reason or" the relative position existing between the cams 32, and 31, the stem 3%, which will be lifted, will be that one operating in the cylinder in which the next explosion should take place. It willalso be obvious that simi lar supplemental cams 39 may be placed adjacent the exhaust cams, and similar fingers, not shown, may operate in connection with the exhaust cams in the same manner that the fingers 38 operate in connection with the admission cams, thereby opening the exhaust valve in the cylinder under compression, thereby releasing the compression,

in said cylinder and thus aid in starting the I engine, but such arrangement is optional. It is also obvious that the fingers 38, may be inserted between cams 32, and rollers 33, by other methods.

The admission valve 35, is opened by means of the finger 38, and the valve 24, is also opened at the same time, both, by means of a suitable hand lever l1, arranged conveniently for the operator. This lever is modified form of construction for opening the cylinder valve In place of the gears 4-0 and L1, transmitting motion from the drive shaft 3, to the cam shaft 30, We place on the crank or drive shaft a spur gear 48, which meshes with a gear 49, mounted loosely on the cam shaft 30. This gear engages the gear 49, mounted upon a stub shaft 51. This shaft is supported by arms 51*, which swing freely on the cam shaft 30. On the shaft 51, is fixed a gear 52, which through an intermediate pinion 53, engages a gear 54, fixed upon the shaft 30. The relation of these gears is such that one rotation of the gear 54 is produced by two rotations of the gear 48. Now if the shaft 51, be swung througlrthe proper arc, by means of the lever ll, and its connection, the shaft 30, and the fixed gear Wheel 54:, will be rotated and as gear 49 is loose'on. the shaft 30, but held rigidly against rotation by the gear 48, it will remain stationarywhen the gear 54- and the shaft 30 are rotated. The rotation of the shaft 30, causes the admission cams pertaining to the cylinders on explosion stroke to open their corresponding valves, thereby gases are admitted to cylinders, through the valve 24, as previously described in connection with Figs. 5 and 8. When the shaft 30, is restored to its original position by returning lever 41, to its running'position, the cylinder is in condition to be fired as previously described.

The results as above described relate only to the explosion cylinder; the effect of rotation of shaft 30, upon the valves of the other cylinders, would be the same as that which would be produced in any hydrocarbon engine under similar conditicns'and it is not deemed necessary to describe them. being fully understood by those familiar with gas engines.

What We claim is:

1. The combination with an internal combustion engine, of manually operated means for selecting and opening the admission valve in that cylinder in which an explosion should normally next occur without moving cams or cam shaft longitudinally, and means for introducing into said selected cylinder a charge of explosive gas under pressureas and for the purpose set forth.

2. In an internal combustion engine, a starting device comprising means for selecting that cylinder in which an, explosion should next normally occur, means for opening. the intake valve in said cylinder, a storage tank containing gas under pressure, and means. for bringing said storage tank into communication with the cylinder in which the valve has been opened, all said means operating in unison and simultaneously.

3. The. combination of an internal combustion engine, a starting device, a supple mental storage tank adapted to receive gas under pressure, means for automatically selecting and bringing one of the engine cylinders into communication with said tank through its exhaust while the engine is run ning and at the same time cutting said cylinder off from the common exhaust pipe, and means for maintaining predetermined pressure in said storage tank.

4. The combination with an internal combustion engine, adapted to be started by admitting gas under pressure to one of the cylinders, of a storage tank adapted to receive said gas, means for automatically cutting out one of theengine cylinders from the common exhaust While the engine is running and automatically bringing the same into communication with said tank for the purpose of maintaining a predetermined pressure, and means for automatically breaking the sparking circuit while the said cylinder and tank are in communication.

5. The combination with an internal combustion engine, a starting device, a storage tank adapted to receive air or gas under pressure said tank having valve controlled communication with one of the engine cylinders, said communication being normally closed, the said valve automatically opening when the pressure inthe storage tank falls below the predetermined amount, and automatically closing whenpressure in said tank reaches said predetermined amount, the opening of said valve also serving to close communication between said cylinders andthe common exhaust, andalso breaking the sparking circuit to said cylinder.

6. In an internal combustion engine, a starting device, a storage tank, valye controlled communication between said storage tankand one of the engine cylinders, means for automatically cutting said cylin'der out of communication with the common exhaust pipe, when the valveabove mentioned is opened and means for automatically cutting said cylinder out of the sparking circuit when said valve is opened as and for the purpose set forth.

7. The combination of an internal combustion engine, a starting device, a storage tank for gas under pressure, valve controlled communication between said tank and one of the engine cylinders, means for cutting the said cylinder out from the common exhaust pipe automatically, means for cutting said cylinder out of the sparking circuit automatically and a heating coil of pipe in said tank adapted to be heated by the exploded gases. or other means as and for the purpose described.

8. The combination of an internal combustion engine, a starting device, a storage tank for gas under pressure, valve controlled mmmu ion b-stwwm said sank and one pi film ne cylnzders, meals cuttmg cut 5:11 Hider frem the c exhaust pipe as usticaihr, means tlng out cylmgier iron: the 5pm. clrcult automatlczzlly, @012 sf plpe in I I l tank adapted to 703 mm by pass-sage 01 ex- I "haust gases ther-ethrough descmbmi and 1 a lamp am'zzngefi :30 the. exterior {7316 contents of; amc and for 5116 is purpose descrlbec'.

"@RFD Wii M22551 G'ORTON, Emma GORE. 

